Improvement in the means for turwimg short railway-curves



No.14 8 l90'.

J. V. D

Means for Turnin 5 Sheets--Sheet 3.-

1.. V. De NOAILLES. Means for Turning short Railway Curves.

Patented March 3 1874.

fiver/$217:

frzeweg- 5 Sheets--Sheet 4.

1.V.De NUAILLES. Means for-Turning short Railway Curves.

Patented March 3,1874.

L V. De NUAILLES.,

Means for Turning short Railway Curves. N0 14 ,190, PatentedMarch3J 874.

5 Sheets--Sheet 5.

J Lns v. DE NOAILLES, DUO DAYEN, or rams, FRANCE.

IMPROVEMENT IN THE MEANS FOR TURNING SHORT RAlLWAV-CURVES.

Specification forming part of Letters Patent No. 145,190, dated March 3, 1874; application filed February 14, 1874.

To all whom it may concern:

Be it known that I, J ULES VIorunNInN DEY NOAILLES, DUO DAYEN, of Paris, France, have invented a system for enabling railwaytrains to pass round curves of very small radius; and I do hereby declare that the followin g is a full, clear, and exact description of the same, reference being had to the annexed sheets of drawing, making a part of the same.

My invention relates to'an arrangement of one or more traveling circular rails or turntables, whereby railway-trains may be made to traverse curves of very small radius, and this without necessitating any alteration inexisting rolling-stock.

Hitherto it has been necessary to make curves of very considerable radius to insure the safe passage of a train. On main lines these curves are as much as from twenty-five to forty chains radius. In the vicinity of stations they are reduced to fifteen chains, and at stations as small as four chains. For turning curves of one to one and a half chains radius, the railway-carriages require to have radial axles like those on the line of Scea-ux.

A system which would enable a train having an ordinary number of carriages to turn in a circle of about four-fifths of a chain radius offers considerable advantage, both for connecting branches with trunk-lines and for terminal and other stations, as well as for seaports, private yards, and for mountain-lines. I propose to attain the object by the applica tion of traveling circular rails, or of self-acting turn-tables, to which the carriages form tangents.

In practice, the radius of the curve is fixed at four times the length of the locomotivewheelbase. Thus, with a locomotive measuring thirteen feet between the end axles, the radius would be from four-fifths to nearly one chain, and the diameter of the turn-table from about one hundred and five to one hundred and sixteen feet. I dispose one or more of these large turn-tables at any point on the line where a train is required to traverse a curve of half or quarter of a circle. Each carriage of the train forms, so to speak, a tangent to the turn-table, which it tends to move in a contrary direction to that in which the train is running-a result which enables me to overcome the chief difficulty hitherto experienced in traversing curves of small radius. Take, for example, a locomotive of the ordinary type drawing a long and heavy train in a very sharp curve. The drivingwheels, being fast on the same axle, necessarily make the same number of revolutions; but, the two rails on which the wheels are placed being curves of different radiuses and of unequal length, it follows that the wheel which runs on the inside rail inust, although traversing a less distance, make the same number of turns as the wheel on the outside rail, running on a curve of greater radius, which would seem to be impossible. I however get over the difficulty by fixing the inside rail on the loose turn-table and the outer rail on-the ground. Thus arranged, the turntable will, under the pressure of the inside driving-wheel, be impelled in a contrary direction to that in which the locomotive is traveling, and so compensate for the difference in its traverse, while the outside drivin g-wheel, running on the fixed rail, will propel the locomotive onwa'rd in the ordinary way. Thus the inside and outside driving-wheels, although running over unequal distances, will make the same number of revolutions, the outside wheel following the curve of the fixed rail, while the inside wheel travelson the movable rail, to which it transmits motion in a similar manner to friction-gearing. This turn-table or traveling circular rail also serves another purpose, namely: 'Vihen the locomotive leaves the turntable, the remainder of the train acts as a band, the motion of the turntable being first arrested and then reversed, it then revolving as a horizontal pulley in the same direction as the train is movin This difficulty being solved, another and not less serious one presents itself, which is, that when the locomotive is passing around the curve it forms the chord of an arc, and the two middle wheels of a six-wheeled locomotive would not bear on the rails. I however remedy this by making the tires of the two middle wheels of a width equal to or greater than the distance between the chord and the arcthat is to say, equal to the difference between the summit of the curve of the rail and the straight line formed by the rigid framing of the locomotive. In this manner, in turning from right to left, nearly the whole breadth of the tire of the left center inside wheel overhangs the inside rail, on which it bears at its inner edge, while, on the other hand, the opposite wheel only touches the outer rail near its outer edge. \Vhen turning from left to right, the opposite will be the ease.

The increased breadth of the tires is the only modification of any extent in the construction of locomotives which the adoption of this system would render necessary. In eight-wheeled locomotives the four center wheels would be made with broad tires proportioned to the scale and conditions of construction.

The chief features of novelty and utility of the system thus consist in enabling an ordinary locomotive, carried on a rigid framing and coupled to an ordinary train of carriages, to pass over curves of less than a chain in radius, with the aid of the two following combinations:

In the first place, by means of a turn-table or traveling ring carrying a single circular rail, upon which the inner wheels of the locomotive travel, while the other and outer rail is fixed on the ground. This tangential turntable produces two effects, and serves two purposes: First, it revolves in a backward direction under the action of the wheels of the locomotive, so as to compensate for the difference in the length of curves in which they move; and, secondly, the same turn-table serves as a horizontal pulley for the train, which passes round it like a band, and prevents its leaving the rails, which would inevitably be the case were the rail to be fixed instead of being free to follow the generalmovement of rotation.

In the second place, the proportionate widening of the tires of the locomotive-wheels enables them to pass over curves of a certain radius, and. obtain a proper bearing on the rails. This system of broad wheels also enaoles ordinary locomotives to travel(either alone or attached to a train) on much sharper curves than heretofore without the use of the turntables above described and the ordinary fixed rails. In this latter application experience will determine the limit to be given to the radius of the curve.

As the employment of turn-tables working on a central pivot would occupy too much space, I have devised two arrangements for carrying my invention into practical effect.

In one the circular rail is carried on a sort of endless traveling carriage, while in the other arrangement the said circular rail is caused to run on a series of friction-rollers carried on vertical spindles and arranged in a circle. This latter arrangement is much less costly than the former, inasmuch. as the friction-rollers need only be disposed close together around one half of the cireleviz., that round which the train passes-while the other half of the circle would only require a sufficient number to support the circular rail.

In order that my invention may be the more readily understood, I have illustrated in the accompanying drawings several arrangements of apparatus, or the system hereinbefore described. 7

Sheets I and [I show the theory of the system and the application of the turn-table, turnin g on a central pivot. Figure 1 shows a plan of this arrangement. Fig. 2 shows a longitudinal section of the same. Fig. 3 shows also in plan, on a larger scale, a portion of the curve, with the locomotive in position thereon. Fig. 4 shows a vertical section of the central pivot of the turn-table, and Fig. 5 is a similar section of the periphery of the turn table.

The same reference letters indicate the same parts in all these figures.

a, turn-table, hung on a central pivot, b, and having a circular or endless rail, 0, around its periphery; (I, fixed rail, concentric with rail 0, and forming, together with it, a semicircular railroad,whence extend the lines of rail 0 d; c 6, arms radiating from a collar, f, turning freely on the fixed pivot b, and provided, attheir outer ends, with friction-rollers g,r unni ng on a foundation-plate, h, and serving to support the turn-table a near the circumference.

The dotted lines in Fi .3 show alocomot-ive as passing over this curved, railway. It will be seen, on examining the figure, that the middle wheels z i of the locomotive are made broader than usual, with the object before mentioned, which is the only modification necessary in applying existing rolling-stock to my system.

In Figs. 1 and 2, Sheet I, two turn-tables are shown encircled by rails, and connected together in the form of a figure co, merely with a view of more clearly explaining the object of the invention.

The arrow 1 indicates the direction of motion of the train, and the arrows 2 2 the direction of rotation of the turn-table.

Sheet III shows a traveling circular carriage applied for supporting the circular rail. Fi 7 is atransverse section of the circular railroad; Fig. 8, a part longitudinal section, and Fig. 9 a plan of the same.

The reference letters apply to all these figures.

a, circular channel, formed of cast iron flanged plates, firmly bolted together, their vertical sides being made perfectly flat; b, drain for carrying off the rain-water which may enter channel a; 0, lower circular rail, firmly fixed to the bottom of channel a; d, continuous circular carriage, occupying the circuit of channel a, and provided at suitable distances apart with wheels or rollers (2, running on rail 0. The upper part of d forms a platform, carrying the circular rail f, and a wood solepiece, g, bearing laterally against such rail. The carriage d is also provided, at certain distances apart, with horizontal guiderollers h, which run on metal bands "5 on the sides of channel a, and thus prevent any lateral thrust to which the circular rail f might be subjected while the locomotive is passing over it. j, fixed rail, which, with the rail f, forms the circular railroad.

In Sheet IV, the circular rail is made to run on vertical guide or friction rollers, mounted.

in stationary bearings. Fig. 10 shows a plan of the whole arrangement; Fig. 11, a vertical section of the circular railway, with cylindrical guide-rollers; Fig. 12, a part plan of the same, while Fig. 13 shows a transverse section of the circular railway, provided with conical friction or guide rollers.

The same reference letters apply in these four figures.

a a, cylindrical iron boxes, disposed at regular distances apart, as shown in Fig. 10, a friction-roller, b, being disposed in each box a, and made either of cylindrical form, as in Fi 11, or conical and hollow, as in Fig. 13. The axes of each friction-roller are supported, the lower one, 0, in a foot-step, d, in the bottom of box a, and the upper one, 0, turning in a bracket, f, firmly bolted to the side of the box a. The sole-piece g, on which the circular rail h is fixed, rests upon the top or end surface of roller 1). This sole-piece is also made circular, and bears laterally against a guidero1ler, z, turning freely on the upper axis of b.

To avoid unequal strain in the case of cylindrical rollers b, I dispose friction-rollers, Fig. 11, J, carried in hearings on the step-bearingd, directly beneath the point upon which the rail bears.

When rollers b are of conical form, I also provide them with frictionrollers k, Fig. 13, turning in bearings fixed in the channel a, in such a position as to support the friction-rollers b, and compensate for the unequal bearing 1 of the rail, which fixed rail, with the rail h,

forms the circular railroad.

By the motion of the locomotive, the circular rail'and wood sole-piece receive motion in a contrary direction, the same running on the friction-rollers, as shown. These rollers, as shown in Fi 10, are placed very close together at that part of the circle round which the train passes, while in the other half of the circle they are placed at a greater distance apart, and are consequently fewer in number, having merely to support the circular rail.

It will be readily understood that, in practice, many other arrangements of frictional surfaces may be used. Thus, for a quick, economical working of the system, either in making experiments, or even as definitive execution, I might use ready-made pieces, to be found in trade, as, for example, the small locomotive-wheels,

as illustrated in Sheet V-Fig. 14 showing, in elevation, a cross-section, and Fig. 15 a plan,

of an arrangement in which locomotive-wheels are used. a, vertical wheel on an axle revolvmg in bearings b, 'c,'ho'riz0ntal wheel on an axle.

revolving in a step-bearing, d, and a bracketbearing, 0. These two wheels at and 0 might be mounted loose on stationary axles fixed in the brick-work. f, angle-iron hoop, with a wooden sole, g. This hoop carries the annular rail h, and is supported on the vertical wheel a, whereon it travels. It rests by its inside lateral part against the horizontal wheel 0, which it causes also to rotate by friction. The flange on wheel a serves to hold the angle-iron and the wooden sole, and that on wheel 0 retains the annular rail through its base. i, stationary rail.

I claim- The combination, with an outer fixed curved rail, of a turn-table or traveling circular oarriage or annular platform, carrying at its circumfercnce a circular rail, concentric with said fixed rail, which movable circular rail, being acted on by the wheels of a train in motion, is thereby moved in the opposite direction, so as to allow of the train traversing curves of very small radius, the whole forming a substitute for ordinary turn-tables, all in the manner hereinbefore shown and described.

JULES VICTURNIEN nu NQAILLES, DUO D'AYEN.

WVitnesses:

CHARLES DES-NOS, EMILE DUHAN. 

